Railway draft rigging



Feb 32 A924.

J. F. @CONNOR RAILWAY DRAFT RIGGING Filed May 6' Feh l2 p E924., Lgw

J. F. @CONNOR RAILWAY DRAFT RIGGING Filed May 6, 1920 2 Sheets-Sheet 2 y ByjMW/@ Patented Feb. 12, 1924.

UNITED ,STATES y @1,483,108 PATENT oFFicE.

'JOHN s. rcoNNoia,l or CHICAGO. ILLINoIs, AassIaNoa 'ro WILLIAM II. MINER, or

cnAzY, NEW Yoan.

f RAILWAY DRAFT RIGGING.

Application led Hay 6,

Riggings, of lwhich the following is a full,

clear, concise, and exact description, reference being had to the accompanying drawings, forming a ypart of this specification.

This invention `relates to Improvements in railway draft riggings. l

One object of the invention is to provide an improved arrangement for la railway draft rigging wherein the assembling, 1nspection and renewal of parts is greatly Afacilitated as compared with present 'arrangements of draft riggings.

More specifically, the object of my invenment of the horizontal yoke type wherein all the parts of the rigging can either be readily dropped down as an entirety when necessary for replacement of parts or the parts swung Ydown without being disconnected from the underframe to thereby permit inspection.

In the drawing l,forming a art f of this specification, Figure 1 is avertlcal longitudinal sectional view of a portion of `a rail- 80 way draft 'rigging -showing my improvements in connection therewith. Figure 2 is a horizontal sectional view of the structure shown in Figure 1 and corresponding to the line 2-2 thereof. And Figures 3 and 4 are vertical transver e sectional views taken on the lines 3--3 a |d 4-4 respectively of Figure 1.

shaped center or draft sills of a railwa car. Mounted between said sills and rigi ly secured thereto is what may be termed a combined anchoring and abutment block designated generally by the reference A, said block, inactual practice, preferably consti- Within the casting B and the yoke 12 is mounted the` shock absorbing mechanism proper, the same being designated generally tion is to provide a draft rigging arrange-y accidental, displacement by any In said drawings, 10--10 denote channeltuting a part of the body bolster of .the car.'

1920. serial l No. 379,328.

by the reference C. .F ront and rear followers 14 and 15 are employedin combination with the shock absorbing mechanism. `A detachable saddle plate 16 is used, the same being bolted to the flanges of the draft sills as: clearly indicated in Figure 3.

In carrying out my invention, the double stop casting B is provided at itsrear end with a pair of rearwardly extending spaced perforated heavy lugs 17-17, the same fitting between three spaced forwardly cxtending lugsA 18-18 formed on the casting A'.

The lugs17 are rearwardly tapered and the lu 18 are forwardly tapered as clearly indicated in Figure 1. All of said lugs 17 and 18 and also the draft sills, are provided with. alined perforations to accommodate a heavy pivot pin "19 which is removably mounted and adaptedl to be held against y suitable means such as the cotters 20-20. With the arrangement shown, it is evident that the casting B is adapted-to pivot or swing on the pin 19 in a. downward direction upon removal of the saddle late. 16 and taking out of the key 13. A so, by`removing the saddle plate 16, key 13 and pin 19, the heavy casting B and-parts carried thereby may be dropped down bodily. This provides for easy inspection of the,I shock, absorbing -mechanism in the one vcase and easy renewal or replacement of the parts in the' other case. v

Said ,casting B, as heretofore indicated, combines two stop castings desi ated `by the references 21--21. VEach of said castings is rovided at its forward end with upper and ower spaced front lstop shoulders 22 and 23. 'Each of said stop castings 21 is also formed with a lon tudinally extending guiding groove 24 fgolr the corresponding arm of the yoke 12. Said casting B may also be slotted at its rear end .as indicated at 25 to accommodate the rear portion 4of the yoke flush therein so that the rear' connectmg section of the casting B provides upper and lower stop shoulders 2 6 and 27 for the rear follower 15. It is evident that the yoke will be'supported bythe casting B because of the construction heretofore described. To sup ort the shock absorbing mechanism direct y from the casting B, the latter is provided with inwardly extending flanges 28-28 alon the bottom thereof as clearly indicated in igure 4 and a connectingy bridge piece 2f) may be employed as clearly indicated in Figure l. -In this manner the shock absorbing mechanism proper is supported and is ren'iovable from the casting B through the open top of the latter. The draft sills'may be reinforced around the slotswhich accommodate the coupler key 13 by reinforcing plates 30-30 shown most clearly in Figure 2.

In the drawings I have shown a `well known type of friction shock absorbing mechanism, but it is evident that other types may be employed without departing from the spirit of the invention. i In operation, upon inward or buling movement of the drawbanthe yoke will remain stationary but the shock absorbing mechanism will be actuated against the rear follower 15 which is held by the casting B, the latter in turn being held by the block A either directly or by means of the pin 19 or both. In draft or outward movement of the drawbar, the coupler key 13 will pull the yokeV 12 forwardly, thereby compressing the shock absorbing mechanism against the front follower 14 which is held by the stops 22 and 23, the casting B being of course held against outward movement by the pin 19. In this connection, it will be noted that the heavy pin 19 is under quadruple shear and hence can easily be made of sufficient strength to withstand the pulling forces.

The construction` shown and described comprises relatively few parts which are easily assembled and are also readily available for inspection or re lacement.. It will be noted also that the ailing shocks are transmitted entirely totherear of the mechanism and to the sills throu l1 the block A 'to the body bolster, there y eliminating tendency of the sills to buckle forwardly of the bolster as in the case of prior types of draft riggings. I claim: 1. In a railway draft rigging the combination with draft sills and a rear abutment block; of apair of laterally spaced stop castin's integrally united at their rear ends and adapted to sustain a shock absorbing means and a draw bar, said castings bei.

ing spaced apart laterally to permit removal of the shocli absorbing mechanism bodily in a vertical direction, means for pivotally anchoring said .integrally formed stop castings to said abutment abolita horizontal axis; and a single detachable means for normally separately supporting the forward ends ofthe stop castings and the draw bar.

2. As an article of manufacture, a stop casting comprising a pair of opposed laterally spaced longitudinally extending cheek pieces, provided at the forward ends with longitudinally extending transversely alined key receiving perfor-ations,- and also provided with horizontal longitudinallyeX- tending guide grooves and adapted to accommodate a yoke, front `and rear sto shoulders on each cheek piece, a longitu inally extending supporting 'flange at the bottom of each cheek piece adapted to support and guide the shock absorbing-mechanism proper, a web integrally uniting the rear ends of said cheek pieces, and a rearwardly extending (pivot lug projecting lfrom said web adapte for pivotal connection with a rear abutment block between the draft sills, said lug being perforated to receive a pivot pin extending transversely of said cheek pieces and stop shoulders, and in alinement with saidslots, whereby the easting may be mounted for vert-ical swinging movement between the draft sills.

In witness that I Iclaim the foregoing I have hereunto subscribed my naine this 26th day of Apr., 1920.

JOHN F. OCON N OR.

Witness s Canam Gamme.

lock to swing 

